Brake fluid pressure control device for vehicle

ABSTRACT

A brake fluid pressure control device for a vehicle includes a wheel speed acquisition device that acquires a wheel speed, an estimated vehicle body speed calculation device that calculates an estimated vehicle body speed on the basis of the wheel speed, and a bad road determination device that determines whether a road surface of travel is a bad road. The brake fluid pressure control device for a vehicle can provide hydraulic control of a brake fluid that is used in wheel brakes, and the bad road determination device determines whether the road surface of travel is a bad road on the basis of the deviation between the estimated vehicle body speed and the wheel speed. The present invention can detect phenomena particular to bad roads, and can more accurately perform bad road determination, and allows for the improvement of control such as ABS control.

TECHNICAL FIELD

The present invention relates to a brake fluid pressure control device for a vehicle that determines whether the state of a traveling road surface is bad.

BACKGROUND ART

An anti-lock brake system (ABS) is a device that prevents wheels from being locked. There is a known technique, disclosed in, for example, PTL 1, that determines whether the state (concavo-convex road surface) of a traveling road surface is bad in, for example, a motorcycle.

The technique in PTL 1 determines that the road state is bad when the number of times the wheel acceleration becomes equal to or more than a predetermined level (L1) is equal to or more than a predetermined number (KN1).

On the other hand, although there is another technique, disclosed in, for example, PTL 2, that makes appropriate ABS control suited for road surface situations by changing parameters used for ABS control based on the result of bad road determination as in, for example, the technique in PTL 2, it is desirable to perform bad road determination with better precision.

CITATION LIST Patent Literature

PTL 1: Japanese Patent No. 2928890

PTL 2: JP-A-9-328064

SUMMARY OF INVENTION Technical Problem

An object of the invention is to provide a technique that enables bad road determination with better precision.

Solution to Problem

According to a first aspect of the invention, there is provided a brake fluid pressure control device for a vehicle capable of performing fluid pressure control of a brake fluid pressure applied to a wheel brake, the brake fluid pressure control device including wheel speed acquisition means that acquires a wheel speed; estimated vehicle body speed calculation means that calculates an estimated vehicle body speed based on the wheel speed; and bad road determination means that determines whether a state of a traveling road surface is bad, in which the bad road determination means determines whether the state of the traveling road surface is bad based on a deviation between the estimated vehicle body speed and the wheel speed.

According to a second aspect of the invention, in the brake fluid pressure control device for a vehicle according to the first aspect, the state of the traveling road surface is determined to be bad when a bad road determination threshold value is acquired based on a time period for which the wheel speed is continuously more than or less than the estimated vehicle body speed and the deviation is more than the bad road determination threshold value.

According to a third aspect of the invention, in the brake fluid pressure control device for a vehicle according to the second aspect, the deviation is a difference between the estimated vehicle body speed and the wheel speed when the wheel speed is more than the estimated vehicle body speed.

According to a fourth aspect of the invention, in the brake fluid pressure control device for a vehicle according to the second aspect, the deviation is a difference between the estimated vehicle body speed and the wheel speed when the wheel speed is less than the estimated vehicle body speed.

According to a fifth aspect of the invention, in the brake fluid pressure control device for a vehicle according to any one of the second to fourth aspects, the bad road determination threshold value when a slippage amount of wheel is large is changed to a value larger than the bad road determination threshold value when the slippage amount of the wheel is small.

Advantageous Effects of Invention

The first aspect of the invention includes the wheel speed acquisition means that acquires the wheel speed, the estimated vehicle body speed calculation means that calculates the estimated vehicle body speed, and the bad road determination means that determines whether the state of the traveling road surface is bad. Since the bad road determination means uses the deviation between the estimated vehicle body speed and the wheel speed, it is possible to detect reduction in gripping strength, a return tendency, and noise in a sensor output value, which are phenomena particular to bad roads, thereby enabling more accurate bad road determination. This improves the precision of bad road determination and control such as ABS control.

The second aspect of the invention acquires the bad road determination threshold value based on the time period for which the wheel speed is continuously more than or less than the estimated vehicle body speed and, when the deviation is more than the bad road determination threshold value, determines that the state of the traveling road surface is bad. For example, the wheel speed fluctuates repeatedly in a short cycle on a bad road, a so-called overshoot (noise) of the wheel speed is likely to occur, and the overshoot is recovered immediately. Accordingly, by determining that the state of the traveling road surface is bad when the deviation is more than the bad road determination threshold value acquired based on the time period for which the wheel speed is continuously more than or less than the estimated vehicle body speed, bad road determination can be performed with better precision.

In the third aspect of the invention, since the deviation is the difference between the estimated vehicle body speed and the wheel speed when the wheel speed is more than the estimated vehicle body speed, occurrence of an overshoot of the wheel speed particular to bad roads can be detected appropriately.

In the fourth aspect of the invention, since the deviation is the difference between the estimated vehicle body speed and the wheel speed when the wheel speed is less than the estimated vehicle body speed, occurrence of a so-called undershoot particular to bad roads can be detected appropriately.

In the fifth aspect of the invention, since the bad road determination threshold value when the slippage amount of the wheel is large is changed to a value larger than the bad road determination threshold value when the slippage amount of the wheel is small, the bad road determination threshold value that depends on the slippage amount can be set and the precision of the bad road determination can be further improved.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a fluid pressure circuit diagram illustrating the brake fluid pressure control device for a vehicle according to the invention.

FIG. 2 is a block diagram illustrating the structure of a determining section.

FIG. 3 is a correlation diagram of a time and a speed for a bad road.

FIG. 4 is a map illustrating the relationship between a lift-up time and a bad road determination threshold value TH.

FIG. 5 is a flowchart for bad road determination.

FIG. 6 is a flowchart illustrating processing in ST06.

DESCRIPTION OF EMBODIMENTS

An embodiment of the invention will be described below with reference to the attached drawings.

Example

As illustrated in FIG. 1, a brake fluid pressure control device 10 for a vehicle appropriately controls a braking force (brake fluid pressure) to be applied to a wheel of a vehicle. In this example, the brake fluid pressure control device 10 is installed in a bar handle vehicle and applied to, for example, the front wheel of a motorcycle.

The brake fluid pressure control device 10 for a vehicle mainly includes a fluid pressure unit 100 in which fluid lines (brake fluid lines) and various components are provided and a control device 200 that controls the various components in the fluid pressure unit 100. The fluid pressure unit 100 is disposed between a master cylinder 12, which is a fluid pressure source, and a wheel brake 14.

The fluid pressure unit 100 has an inlet control valve (control valve means 15), which is a normally open solenoid valve, and an outlet control valve 16 (control valve means 16), which is a normally closed solenoid valve, provided in the fluid pressure line from the master cylinder 12 to the wheel brake 14, a reservoir 13 in which operating fluid is stored temporarily, a check valve 18 that is provided in parallel to the inlet control valve 15 and allows a flow only to the master cylinder 12, a pump section 21 capable of discharging the operating fluid stored in the reservoir 13 to the master cylinder 12, and an actuator (motor) 22 that drives this pump section 21. The control device 200 includes a controller 30 that controls the driving of the actuator 22 and controls the opening and closing of the inlet control valve 15 and the outlet control valve 16 and a determining section 31 that determines whether the state of the traveling road surface is bad.

A wheel speed sensor 25 that detects the wheel speed of a wheel 23 is connected to the control device 200. The wheel speed is acquired by the determining section 31 and the estimated vehicle body speed is calculated based on the wheel speed. The signal of bad road determination and the signals of the wheel speed and the estimated vehicle body speed by the determining section 31 are transmitted to the controller 30 and the controller 30 performs ABS control and the like according to a bad road. Accordingly, control such as ABS control can be improved.

First, the basic operation during normal braking and the basic operation during ABS control will be described. The brake fluid pressure control device 10 for a vehicle has the function of switching among a normal state during normal braking, a reduced pressure state during ABS control, a holding state during ABS control, and an increased pressure state during ABS control.

During normal braking: In the normal state (that is, current is not supplied to the inlet control valve 15 and the outlet control valve 16), the master cylinder 12 and the wheel brake 14 are communicated with each other (the inlet control valve 15 is opened) and communication between the wheel brake 14 and the reservoir 13 is interrupted (the outlet control valve 16 is closed). When an operating member 11 is operated, an operating fluid pressure from the master cylinder 12 is applied to the wheel brake 14 via the inlet control valve 15 and the wheel is braked.

During ABS control: When the wheel is almost locked, the control device 200 makes ABS control by performing switching among the reduced pressure state, the holding state, and the increased pressure state.

In the reduced pressure state during ABS control, current is fed to the inlet control valve 15 and the outlet control valve 16 to interrupt communication between the master cylinder 12 and the wheel brake 14 (close the inlet control valve 15) and communicate the wheel brake 14 and the reservoir 13 with each other (open the outlet control valve 16). The operating fluid leading to the wheel brake 14 is released to the reservoir 13 via the outlet control valve 16 to reduce the operating fluid pressure applied to the wheel brake 14.

In the holding state during ABS control, current is fed only to the inlet control valve 15 to interrupt communication between the master cylinder 12 and the wheel brake 14 and communication between the wheel brake 14 and the reservoir 13 (close the inlet control valve 15 and the outlet control valve 16). The operating fluid is confined within the flow path formed by the wheel brake 14, the inlet control valve 15, and the outlet control valve 16 to hold the operating fluid pressure applied to the wheel brake constant.

In the increased pressure state during ABS control, supply of current to the inlet control valve 15 and the outlet control valve 16 is stopped to communicate the master cylinder 12 and the wheel brake 14 with each other (open the inlet control valve 15) and interrupt communication between the wheel brake 14 and the reservoir 13 (close the outlet control valve 16).

This causes the operating fluid pressure from the master cylinder 12 to increase the fluid pressure of the wheel brake 14. In addition, during ABS control, the control device 200 drives the actuator 22 to operate the pump section 21. This causes the operating fluid temporarily stored in the reservoir 13 to return to the master cylinder 12.

As described above, the brake fluid pressure control device 10 for a vehicle enables fluid pressure control of the brake fluid pressure applied to the wheel brake 14 by repeating a control cycle including the reduced pressure state, the holding state, and the increased pressure state.

Next, the structure of the determining section 31 will be described.

As illustrated in FIG. 2, the determining section 31 includes wheel speed acquisition means 33 that acquires a wheel speed VW detected by the wheel speed sensor 25, estimated vehicle body speed calculation means 34 that calculates an estimated vehicle body speed VR based on the wheel speed VW acquired by the wheel speed acquisition means 33, slippage amount calculation means 35 that calculates a slippage amount SR of the wheel, and bad road determination means 36 that determines whether the state of the traveling road surface is bad. It should be noted here that the present example uses the value obtained by subtracting the wheel speed VW from the estimated vehicle body speed VR as the slippage amount SR, but the invention is not limited to the example and the value represented by (VR−VW)/VR may be used as the slippage amount SR.

Here, the state of a vehicle body during travel on a bad road will be simply described. During travel on a bad road (for example, a concavo-convex road), a change in the wheel speed due to a slip of the wheel 23 and recovery of rotation is easily caused by a change in a wheel gripping strength and a wheel contact load. On a concavo-convex bad road, a slip is likely to occur because the wheel contact load is instantaneously reduced in recessed portions of the road surface and rotation is likely to recover because the wheel makes contact with the ground surface in convex portions of the road surface.

For example, a so-called overshoot (a value that is not detected on a good road, such as noise) is likely to occur in the wheel speed as the contact load increases when contact with a convex portion is made and the overshoot immediately recovers. Accordingly, the wheel speed is likely to become larger than the vehicle body speed. Accordingly, the wheel speed changes, that is, instantaneously becomes larger (higher) than or smaller (lower) than the vehicle body speed.

Next, processing by the bad road determination means 36 will be described with reference to FIG. 3 and FIG. 4.

First, when the wheel speed VW exceeds (also referred to below as a lift-up) the estimated vehicle body speed VR (time t1), the bad road determination means 36 starts measuring a lift-up time ta. It should be noted here that the solid line in FIG. 3 indicates the wheel speed VW and the imaginary line indicates the estimated vehicle body speed VR. In addition, the bad road determination means 36 obtains a lift-up peak amount (VW1−VR1 at time t2) as an example of the deviation by monitoring the lift-up amount.

Then, when the lift-up state is released (time t3), bad road determination is performed based on the lift-up time ta and the lift-up peak amount. Specifically, the bad road determination threshold value TH is acquired based on the lift-up time ta and a map MP illustrated in FIG. 4 and the lift-up peak amount is compared with the bad road determination threshold value TH.

FIG. 4 is a map illustrating the relationship between the lift-up time and the bad road determination threshold value TH, and the bad road determination threshold value TH becomes larger as the lift-up time is larger (longer). A plurality of such maps is set based on the magnitude of the slippage amount. In the example in FIG. 4, a map MP1 selected when the slippage amount is equal to or less than a predetermined value P and a map MP2 selected when the slippage amount is more than the predetermined value P are set.

In this example, these maps are set so that the bad road determination threshold value TH of the map MP2 is larger than the bad road determination threshold value TH of the map MP1. The predetermined value P is set by, for example, experiment, simulation, or the like. Selection of the map MP will be described in detail below.

When the lift-up peak amount is more than the bad road determination threshold value TH, the bad road determination means 36 determines that the state of the traveling road surface is bad.

It should be noted here that the state in which the wheel speed VW is less than the estimated vehicle body speed VR (also referred to below as low-down) is also subject to bad road determination as in the lift-up state. When the low-down state occurs (time t3), the bad road determination means 36 measures a low-down time tc. In addition, the bad road determination means 36 obtains the low-down peak amount (VR2−VW2 at time t4) as an example of the deviation by monitoring a low-down amount.

Then, when the low-down state is released (t5), bad road determination is performed based on the low-down time tc and the low-down peak amount. Specifically, the bad road determination threshold value TH is acquired based on the low-down time tc and the map MP illustrated in FIG. 4 and the low-down peak amount is compared with the bad road determination threshold value TH. When the low-down peak amount is more than the bad road determination threshold value TH, the bad road determination means 36 determines that the state of the traveling road surface is bad.

Next, a processing flow of bad road determination performed by the above brake fluid pressure control device for a vehicle during ABS control will be described.

As illustrated in FIG. 5, during ABS control, the wheel speed acquisition means 33 first acquires the wheel speed VW from the wheel speed sensor 25 in step (referred to below as ST) 01.

In ST02, the estimated vehicle body speed calculation means 34 calculates the estimated vehicle body speed VR based on the wheel speed VW.

In ST03, the slippage amount calculation means 35 calculates the slippage amount SR based on the wheel speed VW and the estimated vehicle body speed VR.

In ST04, the bad road determination means 36 calculates the lift-up peak amount (low-down peak amount) by monitoring the lift-up amount (low-down amount). In ST05, the bad road determination means 36 acquires the lift-up time (low-down time). Although an example of the lift-up state is described for the sake of convenience here, similar processing can be applied during low-down and, in this case, use of the parenthesized parameters is only required (this is also true hereinafter).

In ST06, the bad road determination means 36 selects the map MP based on the slippage amount SR. The processing in ST06 will be described with reference to FIG. 6.

As illustrated in FIG. 6, the bad road determination means 36 starts map selection processing in ST06. The bad road determination means 36 determines whether the slippage amount SR is more than the predetermined value P in ST11 and, when the slippage amount SR is more than the predetermined value P (YES in ST11), selects the map MP2 (ST12), and returns to the processing in FIG. 5.

In contrast, when the slippage amount SR is not more than the predetermined value P (that is, the slippage amount SR is equal to or less than the predetermined value P) (NO in ST11), the bad road determination means 36 determines whether the state in which the slippage amount SR is equal to or less than the predetermined value P continues for a certain time or more (ST13).

When the state in which the slippage amount SR is equal to or less than the predetermined value P continues for the certain time or more (YES in ST13), the bad road determination means 36 selects the map MP1 (ST14) and returns to the processing in FIG. 5.

In contrast, when the state in which the slippage amount SR is equal to or less than the predetermined value P does not continue for the certain time or more (NO in ST13), the bad road determination means 36 selects the same map selected last time (ST15) and returns to the processing in FIG. 5.

As described above, when the slippage amount SR of the wheel is more than the predetermined value P, the bad road determination threshold value is changed to a value larger than in the case where the slippage amount SR is equal to or less than the predetermined value P. This can detect the state in which the braking force (slippage amount) is large and change the bad road determination threshold value to an appropriate value by setting the predetermined value P through, for example, experiment, simulation, or the like in advance.

In contrast, the bad road determination threshold value is changed to a value that makes a determination as a bad road easier as the slippage amount SR of the wheel is smaller. Since this changes the bad road determination threshold value to a value that makes bad road determination more easily as the slippage amount corresponding to the braking force is smaller even when, for example, an input from the brake operating member is small and the braking force is small, bad road determination can be performed with better precision.

In addition, when the time period for which the slippage amount SR of the wheel is equal to or less than the predetermined value P continues for a certain time, the bad road determination threshold value is changed to a value smaller than in the case where the slippage amount SR is more than the predetermined value P. It is possible to restore the bad road determination threshold value corresponding to the small braking power (slippage amount SR) at an appropriate timing. In addition, it is possible to prepare for a continuous bad road by appropriately switching the bad road determination threshold value between the large value and the small value.

If such processing is performed, even when, for example, the slippage amount becomes larger than the predetermined value P, the map MP2 is selected, and then the slippage amount becomes equal to or less than the predetermined value P, the map MP2 remains selected until a certain time elapses and then the map MP1 is selected after the state in which the slippage amount is equal to or less than the predetermined value P continues for a certain time.

Returning to the processing in FIG. 5, the bad road determination means 36 acquires the bad road determination threshold value TH based on the selected map MP and the lift-up time (low-down time) in ST07.

In ST08, the bad road determination means 36 determines whether the lift-up peak amount (low-down peak amount) is more than the bad road determination threshold value TH. When the lift-up peak amount (low-down peak amount) is more than the bad road determination threshold value TH, the bad road determination means 36 determines that the state of the traveling road surface is bad (ST09). When the lift-up peak amount (low-down peak amount) is not more than the bad road determination threshold value TH, the processing ends.

As described above, the bad road determination means determines whether the state of the traveling road surface is bad based on the deviation (VW1−VR1) or (VR2−VW2) between the estimated vehicle body speed VR and the wheel speed VW. When the deviation (VW1−VR1) or (VR2−VW2) is more than the bad road determination threshold value TH, the bad road determination means 36 determines that the state of the traveling road surface is bad.

Accordingly, reduction in gripping strength, a return tendency, and noise in a sensor output value, which are phenomena particular to bad roads, can be detected and bad road determination can be performed more accurately. This further improves the precision of bad road determination and control such as ABS control. It is possible to perform bad road determination with better precision by acquiring the bad road determination threshold value TH based on the time period for which the wheel speed VW is more than or less than the estimated vehicle body speed VR and determining that the state of the traveling road surface is bad when the deviation (VW1−VR1) or (VR2−VW2) is more than the bad road determination threshold value TH.

Since the deviation is the difference between the estimated vehicle body speed VR and the wheel speed VW when the wheel speed VW is more than the estimated vehicle body speed VR, occurrence of an overshoot of the wheel speed VW particular to bad roads can be detected appropriately. Alternatively, since the deviation is the difference between the estimated vehicle body speed VR and the wheel speed VW when the wheel speed VW is less than the estimated vehicle body speed VR, occurrence of a so-called undershoot particular to bad roads can be detected appropriately.

In addition, since the bad road determination threshold value TH when the slippage amount SR of the wheel 23 is large is changed to a value larger than the bad road determination threshold value TH when the slippage amount SR of the wheel 23 is small, it is possible to set the bad road determination threshold value TH depending on the magnitude of the slippage amount, thereby improving the precision of bad road determination.

Although the brake fluid pressure control device for a vehicle is provided only for the front wheel in the example, the wheel brake fluid pressure control device may be provided only for the rear wheel or may be provided for the front and rear wheels.

In addition, although the controller 30 and the determining section 31 are provided as separate components in the example, the controller 30 and the determining section 31 may be integrated and their functions may be separated internally. In addition, although the operating member 11 is a brake lever in the example, the operating member 11 is not limited to a brake lever and may be a brake pedal.

In addition, although the actuator 22 is a motor and the motor and the pump section 21 constitute a pump 20 in the example, the invention is not limited to the example and the actuator 22 may be a solenoid and the pump 20 may be a solenoid pump including the solenoid and the pump section 21.

In addition, although the map MP1 and the map MP2 are used in the example, the invention is not limited to the example and three or more maps may be set in advance so that a map suited for the slippage amount can be selected from the three or more maps.

In addition, although the bad road determination threshold value TH is acquired using the map MP based on the lift-up time in the example, a relational expression such as a function may be used in place of the map.

INDUSTRIAL APPLICABILITY

The invention is preferable to a brake fluid pressure control device to be mounted in a motorcycle.

REFERENCE SIGNS LIST

-   -   10: brake fluid pressure control device for vehicle     -   14: wheel brake     -   23: wheel     -   30: controller     -   31: determining section     -   33: wheel speed acquisition means     -   34: estimated vehicle body speed calculation means     -   35: bad road determination means     -   41: vehicle body     -   50: bad road     -   VW: wheel speed     -   VR: estimated vehicle body speed     -   ta: lift-up time     -   tc: low-down time     -   TH: bad road determination threshold value 

1. A brake fluid pressure control device for a vehicle capable of performing fluid pressure control of a brake fluid pressure applied to a wheel brake, the brake fluid pressure control device comprising: wheel speed acquisition means that acquires a wheel speed; estimated vehicle body speed calculation means that calculates an estimated vehicle body speed based on the wheel speed; and bad road determination means that determines whether a state of a traveling road surface is bad, wherein the bad road determination means determines whether the state of the traveling road surface is bad based on a deviation between the estimated vehicle body speed and the wheel speed.
 2. The brake fluid pressure control device for a vehicle according to claim 1, wherein the state of the traveling road surface is determined to be bad when a bad road determination threshold value is acquired based on a time period for which the wheel speed is continuously more than or less than the estimated vehicle body speed and the deviation is more than the bad road determination threshold value.
 3. The brake fluid pressure control device for a vehicle according to claim 2, wherein the deviation is a difference between the estimated vehicle body speed and the wheel speed when the wheel speed is more than the estimated vehicle body speed.
 4. The brake fluid pressure control device for a vehicle according to claim 2, wherein the deviation is a difference between the estimated vehicle body speed and the wheel speed when the wheel speed is less than the estimated vehicle body speed.
 5. The brake fluid pressure control device for a vehicle according to claim 2, wherein the bad road determination threshold value when a slippage amount of a wheel is large is changed to a value larger than the bad road determination threshold value when the slippage amount of the wheel is small.
 6. The brake fluid pressure control device for a vehicle according to claim 3, wherein the bad road determination threshold value when a slippage amount of a wheel is large is changed to a value larger than the bad road determination threshold value when the slippage amount of the wheel is small.
 7. The brake fluid pressure control device for a vehicle according to claim 4, wherein the bad road determination threshold value when a slippage amount of a wheel is large is changed to a value larger than the bad road determination threshold value when the slippage amount of the wheel is small. 